Locomotive



A. L. BRIDGHAM.

LOCOMOTIVE.

APPLICATION FILED MAY 10, 1912.

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APPLLCATION HLED MAY 10' 1917.

1,354,238. PatentedSept. 28, 1920.

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A. L. BRIDGHAM.

LOCOMOTIVE. I APPLICATION FILED Mylo. 19!]. 1,354,238. Patented Sept. 28, 1920.

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ARTHUR L. RR'IDGHAr-r. on nosroiv', MASSACHUSETTS, ASSIGNOR on ONE-HALF TO CHARLES H. SHERBURNE, or BOSTON, MASSACHUSETTS.

LOCOIMOTIVE.

Specification of Letters Patent. Patented Sept, 28, 19 20,

Application filed Ma 1'0, 1917. Serial No. 167,706.

T 0 all whom it may concern: v

Be it known that I, AR HUR L. BRISGHAM, of Boston in the county of Suffolk and State f "ilassacluisetts, a citizen of the United tates, have invented a new and useful Improvement in Locomotives, 0r which the following is a full, clear, and exact description, reference being had to the accompanying d awingalorming a part of this specification, in explaining its nature.

The present invention relates to an improvement in steam locomotives and especially to locomotives of the superheater type.

The general object ofmy'. invention is to eliminate from the locomotive various objectionable iarts heretofore employed and otherwise improve the locomotive as regards efliciency, safety and economy. In other words, my object is as follows To dispense with the relief valves customarily employed to prevent the formation of 'tial vacuum within the cylinders during the drifting or idle running of the locomotive. These valves permit the objectionable entry of cold air into the hot cylinders and to the working parts and cause also condensation of steam and consequently the for? ation of water within the cylinders and the exhaust connections therefrom, which is thing to be avoid-er as is well known to three skilled in the art;

To otherwise prevent the collection of water within the cylinders, the cylinder saddles or steam chests and exhaust connections, and. consequently to dispense with the use of e g linder cool rs and saddle cocks as now usual y employed;

To dispense withflthe usual blower pipe H to produce a d aft on the fire while the throttle valve is closed, and to utilize "for such purpose the exhaust steam from the pump To provide through an improved exhaust pipe and nhzzle means whereby the exhaust steam from. the pump may be utilized to the best advantao'e for creating draft upon the when the locomotive is idle;

To dispense w th drifting pipes usually cylinders with steam directly from the boiler to act as a lubricator while the locomotive is drifting, and otherwise provide means whereby steam may be circulated in the cylinders at all times; to provide also means whereby all steam ad mitted to the cylinders while the locomotive is drifting or at rest may be utilized for the purpose of creating draft. v

To dispense with the usual superheater damper customarily employed to prevent heat from the fire being drawn throughthe flues containing; the superheater pipes when the throttle valve is closed, or, in other words, to provide means whereby heat may be drawn through these fines and also through the boiler tubes, which would other- '\i "0 be closed by the superheater damper,

all times. thereby preventing the pluga oi the lines with soot, and otherwise improving the steaming capacity of the 1000- motive while at rest; in other words, to provide means whereby steam may be ad- .initted to pass through the superheater pipes when the throttle valve is in a closed position and such steamafterward be utilized for purposes of creating draft.

To provide means whereby the pump, while the throttle valve is open may be operated by superheated steam, with resultadvantages later to be mentioned;

The structural changes and additions by which the aforesaid objects are attained can best be seen and understood by reference to the drawings in which I have shown only those parts of a locomotive necessary to a proper understanding of the invention, and in which 7 Figured is view partly in plan and partly in side elevation of the invention looked at as a working whole.

Figs. 2, 3 and e are sectional details of construction to which special reference will hereinafter he made.

ig. 4'3 is a horizontal cross section of certain of the working parts later to he ret l-including especially the cylinder exhaust connections.

Figs. 6 and '4' are yertical sections showing especially certain improved cylinder attach- Smokestack.

ments with certain of the parts occupying different operating positions.

Fig. 8 is a detail view of the throttle lever and connections.

Referring to the drawing 1 represents the shell of the boiler, 2the steam dome, 3 the smoke chamber and t the 5 and 6 are the cylinders and 7 and 8 the pistons within. the cylinders. 9

is the saddle or steam chest on each cylinder.

10 are the sliding valves contained within the saddles and which control the entry of steam to the opposite ends of the cylinders byway ofports 11 and 12, respectively. 13

are the exhaust passages from the respective.

cylinders and which connect with an exhaust pipe 14:. 15 are the boiler tubes. 17 are fines within which are contained superheater pipes. 18 is the throttle valve and 19 the fixture for controlling the opening and closing of this valve. 20 is the casing inclosing the throttle valve. 21 is the dry pipe with which this casing connects and through which steam is conveyed beyond the throttle valve. 23 are the snperheater pipes through which the steam is conveyed from the dry pipeand which are contained, respectively,

within the sup'erheater fine 17 above .refered to. 24 are steam pipes through which the steam is directed from the-superheater pipes into the saddles or steam chests 9 and thenceto the respective cylinders. Other parts comprise the pump 26, shown diagrammatically in dotted lines, and 2'? the fountain to which the steam is directed from the boiler through a leading-in pipe 28 for purposes of distribution.

' mitted into the dry pipe 'when the throttle valve is closed, but which prevents steam backing up from the dry pipe through the pipe connection 32 when the throttle valve is open. The branch pipe Connects with a,

fixture for discharging into the exhaust of the locomotive, as will later be explainen. Attention is also'directed at this point to a pipe connection 35 extending from the pipe 33 and connecting directly with the exhaust. This pipe has in it aone-way by-pass valve 36'which permits the passageoffluid pressure only in the direction of the arrow adjacent the valve. 7 v

,7 Arranged beneath the cylinders 5 and 6 of the locomotive and fixed to them by pipe (see Fig. 7) is of a generally tubular form, v the rear end portion 40thereof being of a slightly enlarged here as compared with the rest of the casing. The ends of the casing are closed by plugs 41 and 42, respectively,

and about the middle of the casing, or in it about midway, relatively, between the two ends of the adjacent cylinder, the casing is provided on the inside with an annular rib 43 forming a valve seat. Interposed between the casing and the adjacent cylinder are pipe connections 45. These pipe connections support the casing and provide communication between theinterior-of the casing and the opposite ends ofthe adjacent cylinder. A further pipe connection 46 extends from the forward end of the casing, which projects beyond theforward end of the cylinder and affords communication between the interior of the casing and one of the passages 13 of the exhaust.

Located within the casing. are a series of valves 48, 49,50 and-51 mounted upon common valve stem 52 Thesevalves, with the exception ofthe valve 49, have sliding fit within the bore of the casing and accordingly, as bearings, act to center the stem 52 upon which they are mounted. The valves are slidable with a limited forward and reverse movement. In Fig.7 7 the valves are shown in full lines as occupying a re versed position, which is the normal p tion of the valves, while the dotted ind tion of the valvular structure repre'ents' their forward moved position, both positions being effected and maintained as will later be explained.

The valve 48 is mounted in the enlarged portion -10 of the casing and is purposely larger than the other valves. The valve :9 is arranged upon the valve stem to close against the seat 43 on the casing. It is also to be observed that the portion of the casing adjacent the valve 43 is enlarged so that steam rnay freely pass through the interior of the casing when this valve is open. 7 The valve 50 is arranged upon the stem toclose communication with the pipe l6 when the valvularstructure is occupying itsnormal or reversed position as above referred to, and to afford communication between this passage and the interior of thecasing'or that portion thereof into which the pipes 45 are leading from the opposite ends of the cylinder when the valvular structure is cocupying its forward moved position as indicated in dotted lines. 7

The valve 51 is arranged upon the forward end of the valve stem 52 and accordingly has a sliding; fit within the forward end of the casing.- As already indicated, the stem 52 is a hollow stem and between the valves and 51 an openi is formed in a the side ot the stem. This opening, when the valvular structure is occupying its forward moved position, is in communication with a pipe 53 extending from the side of the casing. When the valvular structure is 43, while the forward movement of the valve is defined by the engagement of the valve 43 with the annular edge 5% of the casing or that edge by which the casing is en larged to form the portion 10 thereof within which the valve 48 is contained.

As will later be more clearly explained, the yalves are moved to, and maintained in, their normal or reversed position when steam is admitted to the cylinder'upon the opening of the throttle valve, and this result is effected by reason of the fact that the steam will enter the interior of the casing through the pipe connections 45 (assuming the valves tobe ina forward moved position) and operate upon thevalves 48, 49 and 50. 'On account, however, of the valves 48 and d9 presenting a relatively larger face th the valve 50, the steam will accordingly operate to move 1e entire valvular structure to its reversed position and maintain it'in such position as long as the throttle valve remains open and the steam pressure within the cylinder continues.

The valvular structure is moved from its normal or reversed position to a forward position, as will later be explainechwhen the throttle valve is closed, which relieves the pressure within the cylinder, and is effected by the admission of steam directly from the boiler through a pipe connection 55 tapped into the end of the plug 41 at the rear end of the casing 38. This occurs when the throttle valve is closed, as will later be explained. Steam so admitted will exert its pressure upon the valvel8 acting as a head or plunger, and thereupon the valvular structure will be 'moved to its defined forward position and maintained in such position as long as'the pressure admitted through the pipe is continued.

The casing 39 attached to the cylinder 6 on the right side of the locomotive is substantially like the cylinder '38, being of a generally tubular form and the rear end portion thereof having a slightly enlarged bore as compared with the'rest of the casing.

The ends of the casing are closed by plugs 59 and 6d, respectively, and at about the middle of the casing or in it about midway, relatively, between the two ends of the adjacent cylinder 6 the casing is provided on the inside with an annular rib 61 providing a valve Intel-posed between the casing 39 and the ad'a ent cylinder 6 are pipe connections 63. 'lhese pipe connections support the casing and provide communication between the interior of the casing and opposite ends of the cylinder.

, Connecting with the rear end of the casin in other words, with the enlarged portion 58 thereof; is the exhaust pipe 33 from the pump, and connecting also with the same portion of the casing just forward of the pipe a pipe 6% which connects with the passage 13 of the exhaust.

A. further pipe 65 extends from the forwardend ot the casing, which projects beyond the forward end of the adjacent cylinder and aiiords communication between the interior of the casing and the passage 1301? the exhaust.

Located within the casing are a s ries of valves 66, 67, 68, 69 and 0 .1111 mounted upon a common hollow valve stem 3'1. All, these valves, with the exception of? the valve 68, have a sliding fit within the bore of the casing and accordingly act as hearings to center the stem 71. The valves are slidable a lii ited forward and reverse movevln 6 the valves are shown in occupyin reversed position, :ation oi the valves ieir iorward moved position, s being eilected and maintained .ie expained. tooth the i and'GT are contained in the enlarged portion 58 of the casing are pu oosely larger than the other valves. These valves are so relatively arranged upon the valve stem 71 that when the valvular structure is occupying its reversed posi tion. both the pipe and the pipe ee' will have communication with that interior portion of the casing lying between the two valves and communication will according gly be obtained between the pipe. and the er:-

haust. The arrangement of: the such. howev 1. that when the al ture is niov d fern forwa d po toni v communication between t l ve (3o e pipe 33 and the pipe 6%, and accordingly .vith the exhaust.

The location ofthe valve 67 also such that steam admitted to the cylinder cannot enter either the pipes or 6% by way of the casing 39. whether the valvular structure init is occupying a forward or a reversed position.

The valve 68 is stem to close casing. It is aisoto portion of the casing adjacent this valve '68 is so enlarged that steam may freely pass through the interior of the casing by this valve' when open. g

The valve 69 is arranged upon the stem to close communication with the pipe 65, when the valvular structure is occupying its reversed position, and to afford communica tion between this pipe and the interior of the casing, 01' that portion thereof into which the' pipes 63 are leading from the opposite ends of the cylinder, when the valvu' la r structure is occupying its forward p0- sition asindicated 1n dotted lines.

- The valve 70 located at the forward end of the valve stem acts as a sliding hearing I and also operates to close communication between the forward end of the casing and the plpe 65, when the valvular structure is occupying a reversed position;

Leading into the forward end of the casing through the plug 60 is the pipe 53 which extends from the casingv 38 as explained above.

The extent offorward and reverse movement of the valvular parts in the casing 39 are defined in any suitable manner. Ac-

7 cording to the present construction the retions 63 (assuming the valves to be in a forbe moved to its defined forward position and verse movement is defined by the engagement of the valve 68 with its seat '61, while the forward movement of the valves is defined by the engagement of the valve 67 with the annular edge 7 3 of the casing or that edge by which the casing is enlarged 35 ward moved position) and operate upon the valves 67. 68 and 69. On account of the valves 67 and 68 presenting a relatively larger surface than the valve 69, the steam" will act to move the entire valvular structure to its reversed posltlonand maintain it in such position as long as the throttle valve remains open and the steam pressure within the cylinder continues. On the other hand, the valvular structure within the casing 39 is moved from its'reversed position to a forward position when the throttle valve is closed, which relieves the pressure within the cylinder, by the admission of steam from the pipe 55, which passes through the stem 52 and out of the casing 38 by way of the, pipe 53 into the forward end of the casing 39 and thence through the hollow stem 71 to act upon the forward end,

of the valve 66, acting as a head orplunger; and thereupon the valvular structure. will maintained in such position as'lo'ng as the pressure "admitted through the pipe 55 convtinu'e's.

Steam is admitted to the pipe 55 simultaneously with the closing of the throttle valve in the following manner, which is a tentative arrangement and shown only for purposes "of illustration: 7

Extending from the fountain 27 is a pipe connection 75 which connects with a valve casing-'76 (see-Fig. 2) having within it a valve seat 77 against which closes a valve 7 8 having a stem 7 9. The pipe 55 connects with a chamberSO of the casing forward of the valve and consequently the valve'con t'rol's communication between the pipe 75 and the pipe 55, which enters the casing back of the valve The stem 7 9 of the valve .e'xtends throughthe port controlled by the valve and thence through the wall of the casing and, bearing against this stem is va lever 81 pivotally secured to [the casing '76, and bearing against this lever is the throttle lever 82. y

vAccording to the arrangement of the aarts steam ressure enterin the fountain by of the pipe 75 will enter the casing at the rear" of the valve '78 and bearing against this valve will hold I it normally closed upon its seat andprevent steamfrom the boiler entering the pipe '55; Theclosure of the valve 78*is permitted by the" pulling outward of the throttle lever 82 for opening the throttle valve, which permits the lever 8l'to move outward and the; valve 7 8 to close. hen, however, the lever 82 is pushed inwardly for closing the throttle valve, it'will at the same time push against the lever 81 and open the valve 78. which remains open allowing steam from the boiler to enter the pipe 55 as long as the th'rottlevalve 82 remains closed.

Attention will now be directed to the exhaust pipe 14 which is specially constructed to form ai'roperati'ngpart of the present construction. y p

The exhaust pipe 14c is provided at its upper end with an internal annular rib or edge 83 aridbeyond this a divergent nozzle I 84L Resting normally u'pon the 'rib'83 forming a seat is a cone 85 of considerable weight and which normally closes the end of the exhaust pipe excepting for ports'or openings 86 through the cone; -Centr'ally disposed within the exhaust pipe is a rib or post 87 which is fixedto, .or forms an integral part of; the bridge of the locomotive lying between the cylinders. This post bears upon its upper end a cylinder 90 the upper end of which is open to'the chamber of the exhaust pipe. Within the cylinder 90 is a piston 92 having a piston rod 93 which extends upwardly'first through a web 94 on the inside of theexhaust pipe and then through the cone 85, and; bears upon its and aboveths a s reader 9 5, Theseus 85 is fixed to the piston rod 93 and consequently the cone and piston 92 are movable together. As the cone is moved onto and of? its seat 8% it will be held centrally disposed by the piston rod, held centrally disposed by the bearing'ot the piston 92 within the cylinder 90 and also by the bearing of the rod within the web at acting as a guide for it.

The arrangement of the parts is such that, when the cone is resting upon its sea the piston 92 will assume a pesition just adjacent the bottom of the cylinder within which it is contained. Any upward movement of the cone and piston is defined as to extent by the engagement oi the piston with the web, this engagement taking place before the piston leaves the cylinder.

Attention is also directed to the'ports 9'? in the side of the cylinder 90which provide ingress for fluid pressure from the chamber of the exhaust pipe into the cylinder. These ports are arranged just above the bottom of the cylinder'an'd are closed'by the piston when the cone 85' is resting upon its seat, but are opened as the cone is moved upwardly oil its seat, raising the piston, when the fluid pressure from the chamber of the exhaust pipe may enter the cylinder beneath the piston.

The pump 26 is operated by steam directly from the boiler when the throttle valve is closed, the steam being admitted to it by way or the fountain.- When, however, the throttle valve is open, the pump is operated by superheated steamadmitted toit by way of one er the steam chests of the locomotive.

For this provision is made as follows A. previously pointed out, steam from the Iountain will be admitted into the chamber 80 oi the valve casing 76 forward or the valve 78 therein when the throttle valve is closed and automatically and simultaneously with such closure. Steam so admitted will be directed therefrom through pipe connections 100 and 101' directly to the pump for operating it (see Fig. 1). In the pipe 100 is a one-way by-pass valve 102 in construc- V tion substantially like the valve 3st shown ini ig. l. which admits of the passage of steam in the direction of the arrow adjacent the pipe 100, but prevents the passage of steam in a reverse direction. Connecting also with the pipe 101 is a pipe 103 connect ing with one or" the steamchests 9 of the locomotive. This pipe has in it a one-way by-pass valve 10a substantially like the valve 102 and admits only of the passage of steam in the direction of the arrowindicated adjacent this pipe. In other words, when the throttle valve is open and steam is cut off from the pipe 100, it may enter by way ot' the pipe 103 from the steam chest.

The general operation isas follows, reference being made to the periods when the throttle valve is open during the ordinary running of the locomotive, when the throttle valve is closed during the idle running or drifting of the locomotive, and when the locomotive is at rest The throwing of the lever for opening the throttle valve allows steam entering by way of the pipe '75 from the fountain 27, to close the valve 78. Thereupon steam pressure will be cut oil from the pipes 55 and 100. Simultaneously with this operation steam from the boiler will enter, by way of the dry pipe and subsequent connections, and be supplied to the respective cylinders for operating the pistons. As the steam enters the cylinders it will'pass out of the same by way of the pipes 45 and 63, respectively, and into the valve casings 3S and 39 arranged below the cylinders, and thereupon will'move into a reversed position the valves contained in the respective casings as above described. Such operation ill prevent steam entering the casings from passing out of the same through any of the pipes connecting with them, and the closing of the valves 49 and 68, respectively against their valve seats prevents any circulation of steam between the two ends of each of the cylinders. Thereupon' steam entering the cylinders will operate the pistons in the usual manner. in other \vo ds, all the pressure entering the cylinders will'be utilized for operating" the pistons. During the operation of the pistons steam will exhaust from the cylinders into the exhaust pipe where the steam pressure will bear upwardly against. the under side of the cone 85 and downwardly against the upper side of the piston 92. Inasmuch as the under side of the cone presents a larger surface than the top side of the piston the pressure will act to lift the cone 85 off its seat at the up per end of the pipe. As the cone is lifted it lifts the piston with it. its the piston raised above the ports 97, the pressure is then admitted beneath the piston and will then act both against the under side of the cone and the under side or" the piston whereupon the cone will be maintained in an elevated position as long as the pressure continues permitting the exhaust from the c inders to freely pass out of the cal :ust pi; into the stack. lVhen the cone is lifted into an elevated position it of course permits oi the free escape of the steam from the o2;- haust pipe, but, owing o the fact, as stated above, that the-steam rcssi iin the exhaust pipe is beariz against both the un der side or" the cone and the under side of the piston. a very slight pressure within the exhaust pipe will operate to maintain the cone in its elevated position, the parts be ing preferably so arranged that about two pound pressure of steam within the exhaust pipe will effect this result, which is obtain- During this same period, steam being cut off from the pipe 100 on account of the closure of the valve 78, the pump will be operated by superheated steam entering by way of the pipe 103 from the steam chest 9. The steam will exhaust from the pump by way of the pipe 33 inasmuch as the one- 7 moving forward the valvular structure conway valve at will be held closed against the pressure of the exhaust by the greater pressure of steam within the dry pipe. The steam exhausting from the pump through the pipe 33 will pass into the casing 39 and escape therefrom through the pipe 64 directly into the exhaust.

Assuming now that the throttle valve is closed during the running of the locomotive and that the locomotive is idling or drifting: lVhen the throttle lever 82 is moved for closing the throttle valve it will engage the lever 80 and open the valve 78. Thereupon pressure from the fountain will be. admitted to the pipe and this pressure will immediately operate to simultaneously throw the valves contained within the casings 38 and 39 into their respective forward moved positions and maintain them in such positions as previously described. The immediate consequence of this operation is that the exhaust from the pump can no longer enter the casing 39 to discharge through the pipe 61 into the exhaust of the locomotive for the reason that the valve 66 in the casing 39 will be Qthroughgthe closing'oi" the throttle valve,

which permits oi the exhaust from the pump entering the dry pipe by way of the pipe 32 and by the valve 34, as before noted. The exhaust steam so entering the dry pipe will pass through it and through the superheater pipes, thence through the steam pipes 24 into the respective steam chests and be supplied to the cylinders in the usual manner. Simultaneously with the entry of the exhaust steam from the pump into the dry pipe that steam ad mitted by way of the pipe 55 will also dis charge into the dry pipe. As previously described, steam entering by way of the pipe 55 will pass through the valve stems 'contained in the respective valvular casings 38 and 39 and discharge into the rear end of the casing 39 to act upon thevalve 66 for tained within this casing. lVhen the steam first enters the rear end or" the casing 39 for moving forward the valvular structure contained Within it, the valve 66 will be occupying a position cutting off communication between the rear end of the casing 39 into which the steam is discharging and the pipe 33 which is the exhaust pipe from the pump when the throttle valve is open. As the valvular structure in the casing 39 is moved forward by the steam pressure, the valve 66 will move forward by the entrance oi the pipe 33 and close communication between this pipe and the pipe 6&- connecting with the exhaust. The valve 66 will also prevent the steam admitted through the pipe 55 into the rear end of the casing 39 from passing out of the same by way of the pipe 64 connecting with the exhaust, but will permit the steam to pass out by way of the pipe 33, and the steam so admitted will pass upwardly through the pipe 33, thence through the pipe 32 to mingle with the exhaust coming from, the pump and with it pass by the valve 34 into the dry pipe. Inasmuch as the steam is continuously being admitted through the pipe 55 when the throttle valve is closed, steam will accordingly be admitted into the dry pipe and subsequent connections when no steam is exhausting from the pump or when the pump is not running. The effect is that steam will always be discharging into the dry pipe and accordingly into the superheater tubes and subsequent connections, both during the running of the locomotive and when it is at rest and also when the pump is not running. 3

The relief of the cylinders during the idle running of the locomotive will be by way of the dry pipe, exhaust from the pump, and pipe 55. The entry of the exhaust steam from the'pump and from the-pipe 55 into the cylinders will have no active eitfeot upon the pistons owing to the open positions of the valves 49 and 61 in the easings below the respective cylinders, for the open postions of these valves 'aflord communication between the ends of each 03": the cylinders by way of the respective casings 38 and 39. Steam will exhaust from the cylinders 5 and 6 into the exhaust pipe in the usual manner, that is, through the ports 11 or 12 depending upon relative positions of the pistons and the slide valves 10. Steam will also exhaust from the cylinders through the pipes 46 and 65, respectively, by way of'the respective valve casings, inasmuch as the moved position of the valves contained within the casings 38 and 39 permits of such outlet. I s

The exhauststea-m from the pump 6 and the steam admitted from the boiler by way of the pipe 55 will be utilized for the creation of draft on account of the building up of pressure within the exhaust pipe and other connections, as will now be explained.

lVhen the throttle valve is closed the pressure before admitted to the exhaust pipe with the throttle valve open, immedi ately drops and the cone 85 will resume its seat closing the end of the exhaust pipe excepting for the ports 86 through the cone. The settling back of the cone upon its seat moves the piston 92 downwardly within the cylinder 90 in which it is contained and by the ports 97, closing these ports. Now, as the pressure from the pump exhaust and pipe 55 enters the exhaust pipe it cannot readily escape and consequently pressure will immediately begin to build therein. Such pressure will bear upwardly against the under side of the cone 85 and down wardly against the upper side of the piston 92. These parts are of such proportion and weight that thecone will not be lifted for relieving the pressure until the pressure .has reached a certain point, for example, ten pounds to the square inch. When the pressure reaches such point it will operate to lift the cone off its seat whereupon the exhaust pipe will be relieved of the steam pressure within it and the cone will settle back on its seat, the operation being re? peated when the pressure within the exhaust pipe again becomes sufficient to raise the cone.

As stated above, the exhaust steam from the pump and from the pipe 55 builds up pressure within the exhaust pipe. The building up of. pressure, however, is not restricted to the exhaust pipe, for pressure is also built up in all the connections into which the steam is discharging, including the dry pipe and all subsequent. connections between it and the exhaust pipe, including the superheater pipes, steam chests, cylinders, exhaust passages and auxiliary valvular casings. All of these parts collectively form a reservoir for the steam. 'The pressure thus built up within the exhaust pipe will be insufiicient to exert any deleterious back pressure upon the pump owing to the fact that the pumpisbeing operated by steam at a very much higher. pressure than that influencing the cone. Neither will the steam pressure thus contained have any effect upon the pistons for operating them inasmuch as the pressure will be the same on both sides of the respective pistons, the two cylinders, as stated-above, forming a part of the reservoir within which the pressure is contained.

The operation of the piston during the drifting of the locomotive will cause more or less churning and circulation of the steam, 'and suchcirculation is further permitted by the one-way valve 56 which permits the pressure from the exhaust pipe back through the pipe 35 into the pipe 33 which connect-s with the pump exhaust pipe 32-and thus with the dry pipe.

Substantially the same operation ensues while the locomotive is at rest as when it is drifting. Of course at such time the slide "alves and pistons will be at rest. Steam, however, admitted into the cylinders can freely exit therefrom through one or the other of the outlet ports 11 or 12 at one end or the other of the respective cylinders owing to the fact that the slide valves will at no time to be in a position to close both of these ports. Accordingly entry is obtained to the exhaust from one end or the other of the respective cylinders. Moreover, even if the slide valves were in a position to close both of the portsll and 12, yet the steam admitted to the cylinders could always escape therefrom by way of the pipes 46 and 65, which are in communication with the chambers of the respective cylinders and connect with the exhaust as above noted whenthe throttle valve is closed.

As previously pointed out, the pump will be operated when the throttle valve is closed by steamrfrom the boiler entering by way of the fountain and pipe 100.

From the above described construction and mode of operation it will be seen that the customary relief valves are entirely dispensed with and there is no inrush of cold air which would act to condense the steam, nor is there any undesirable escape of steam from around the front of the locomotive, which is a most undesirable factor, owing to the fact that the steam (and in the present type of locomotive superheated steam) is being admitted to the cylinders at all times, and there is no opportunity for con d'ensation of steam or the formation of water within the cylinders or adjacent connections. Moreover. even if some water should form it would gravitate into the respective casings 38 and 39 arranged below the respective cylinders, and this water would become'vaporized when steam was admitted (as it is admitted during the idle running of the locomotive and while it is at rest) into and through the stems 52 and 71, respectively, extending through these casings.

The usual blower pipe which customarily discharges into the smoke arch of the locomotive is dispensed with in the present instance. Instead. the exhaust steam from the pump and also the steam admitted by way of the pipe 55 and utilized for creating draft uponthe fire when the throttle valve is closed. The steam admitted through the pipe 55 is continued all the time the throttle valve remains closed and consequently steam will be admitted for the creation of draft when the pump is not running and there is no exhaust steam from it. Moreover, the pipe 55 will act as a blower pipe, that is, in case the engineer desires to create a forced. draft upon the fire when'the locomotive is at rest, and accordinglyon this account the pipe 55 would naturally have V a valve in it which is not shown in the present instance, but which would regulate the amount of steam admitted through this pipe. The advantage of the admission of steam in this way for the creation of draft is that the steampasses through the cylinders and connections keeping them warm and lubricated all the time the throttle valve is closed and especially during the drifting of the locomotive, thereby dispensing with the necessity for the usual drifting pipes, which are used for a similar purpose, further advantage resides in the fact that the more steam there is admitted for increasing the draft, the more steam will be admitted to circulate throughthe superheater units, cylinders and other connections.

The ordinary superheater damper may be dispensed with for the reason that steam is being admitted at all times through the superheater pipes or units. The reason why the superhcater damper is necessary in a locomotive as ordinarily constructed is that when the throttle valve is closed steam is no longer passing through the superheater pipes or units, and accordingly the heat from' the fire can no longer be drawn through the flues containing the superheater pipes. Consequently these fines are cut off by the superheater damper. The closing of the superheater damper very materiallydecreases the efliciency of the locomotive. for when it is closed a large percentage of the boiler tubes are also. cut off, as well as the flues which contain the superheater pipes, and it becomes practically impossible to build up steam as long as the superheater damper remains in a closed position.

The operation of the pump. by means of superheated steam when the throttle valve is open, is an advantage inasmuch as the superheated steam is more efficient Ior opcrating the pump than ordinary saturated steam, for the superheated steam will not give up its pressure, or there is no fall in the pressure of the superheated steam, until the superheat in it is given'up.

Having thus fully described my invention, I claim and desire to secure by Letters Patent of the United States 1. In a steam locomotive, the combination with the boiler, cylinders and pistons, steam' connections through which steam from the boiler is directed to the cylinders for actuating the pistons, a throttle valve in said connections, and exhaust connections from the cylinders, including a draft creating device,.of means whereby steam may be supplied to the cylinders when the throttle valve is closed, means whereby the steam thus supplied will have access to opposite sides of the pistons within the respective cylinders and afterward pass to the exhaust connections and draft creating device, and means for preventing the free escape of steam, supplied and exhausting as aforesaid whenthe throttle valve is closed, from the draft creating device until pressure has been obtained by accumulation of steam therein.

2. In asteamlocomotive, the combination with theboiler, cylinders and pistons, steam connections through which st'eam from the boiler is directed to the cylinders for actuating the pistons, a throttle valve in said connections, exhaust connections from the cylinders, a draft creating device provided with means whereby a free escape of steam from said device is prevented until pressure has been, attained by accumulation of steam therein, meansfor admitting steam to said device when the throttle valve is closed and means whereby the steam'so admitted to said device may first be directed to pass through said cylinders and connections leading thereto. t

In a steam locomotive, the combination with the boiler, cylinders and pistons, steam connections through which'steam fromthe boiler isdelivered to the cylinders for actuating the pistons, a throttle valve in said connections, and V exhaust connections from the cylinders comprising in part an exhaust pipe,of means whereby steam is fed into said} steam connections to pass into and through said cylinders and thence into the exhaust connections and exhaust pipe when the throttle valve is occupying a-closed position, a valvular means for controlling the passage. of steam through said pipe and throttling the exhaust steam admitted to said pipe'todevelop pressure therein while the throttle valve is closed, 'said valvular means being movable to relieve the pressure within said pipe when it reaches a determinate amount, and means for controlling the steamadmitted during the closure of the throttle valve whereby it will have no influence to move said pistons.

' 4. In a steam locomotive, the combination with "the boiler, cylinders and pistons, steam connections through which steam from the boiler is directed to the cylinders for actuating the pistons, a throttle valvein said connections, and exhaust connections from the cylinders, including a draft creating device, of means whereby steam maybe supplied to the cylinders when the throttle valve is closed, means whereby the steam thus supplied Will have access to opposite sides of the pistons within the respective cylinders and afterward pass to the exhaust connections and draft creating device, and means whereby the steam so supplied and exhausting as aforesaid when the throttle valve is closed may be accumulated Within said respective cylinders, and connections leading to and from the same and in said draft creating device and pressure therein attained before being allowed to escape from said device.

5. in a steam locomotive, the combination with the boiler, cylinders and pistons, steam connections through which steam from said boiler is directed to the cylinders for actuating the pistons, a throttle valve in said connections, exhaust connections from the cylinders including a draft creating device, a steam pump, steam connections for operating the pump and exhaust therefrom, of means whereby the exhaust steam from the pump may be directed into and through the said steam connections leading to sail cylinders, through the cylinders and exhaust connections therefrom when the throttle valve is closed, means whereby the exhaust steam from the pump thus admitted to the cylinders may be admitted to opposite sides of the respective pistons, and means whereby the free escape of steam, so supplied and exhausting as aforesaid when the throttle valve is closed, from said draft creating de vice will be prevented until pressure has been obtained by accumulation of steam therein.

6. In a steam locomotive, the combination with the boiler, cylinders and pistons, steam connections through which steam from the boiler is directed to the cylinders for actuating the pistons, a throttle valve in said connections, and exhaust connections from the cylinders, of connections aifording communication between the endsof each of the respective cylinders, valves for controlling such communication arranged whereby they may move to and maintain a closed position shutting ofi' communication between the ends of each of the respective cylinders when the throttle valve is open, means whereby steam may be directed to open said valves and hold them open when the throttle valve is closed, and means whereby the steam thus introduced for opening the valves and holding them open will afterward be directed into the steam connections leading to the respective cylinders and to said cylinders to circulate therethrough.

7. In a steam locomotive, the combination with the boiler, cylinders and pistons, steam connections through which steam from the boiler is directed to the cylinders for actuating the pistons, a throttle valve in said connections, and exhaustconnections from the cylinders, of connections affording communication between the ends of each of the respective cylinders, valves for controlling such communication arranged whereby they may move to and maintain a closed position shutting off communication between the ends of each of the respective cylinders when the throttle valve is open, means whereby steam may be directed to open said valves and hold them open when the throttle valve is closed, and means whereby the steam thus introduced for opening the valves and holding them open will afterward be directed into the steam connections leading to the respective cylinders and to said cylinders to circulate therethrough and exhaust therefrom, and means whereby the steam thus exhausting may afterward be utilized for purposes of creating draft.

8. In a steam locomotive, the combination with the boiler, cylinders and pistons, steam connections from said boiler leading to said cylinders for delivering steam thereto for actuating the pistons, a throttle valve in said connections between the boiler and the cylinders, exhaust connections from the cylinders, a steam pump, steam connections for operatin the pump and exhaust therefrom, connections for affording communication between the ends of each of the respective cylinders, valves for controlling such communication arranged whereby they may move to, and maintain, a closed position shutting off communication between the ends of each of the cylinders when the throttle valve is open, means whereby steam may be directed to open said valve when the throttle valve is closed, and means whereby both the exhaust steam from the pump and thesteam introduced for operating said valves may be directed into the steam connections leading to the cylinders when the throttle valve is closed.

9. In a steam locomotive, the combination comprising the respective cylinders, valve casings arranged adjacent and below the same and affording communication between the ends of each of the cylinders, valves arranged -within said casings, hollow valve stems carrying said valves, a pipe connection between the hollow stem of one of said casings and the other casing, means whereby said valves may be moved to occupy a certain determinate position upon the entry of steam to said cylinders when the throttle valve is opened, and means for introducing steam into one of said casings when the throttle valve is closed to act upon the valvular structure therein and pass through the hollow stem thereof, thence enter the other of said casings and pass through the hollow stem thereof and act upon the valvular structure therein substantially as described.

10. In a steam locomotive, the combination with the boiler, cylinders and pistons, steam connections from said boiler leading to said cylinders for delivering steam thereto for actuating the pistons, a throttle valve in said connections between the boiler and the cylinders, exhaust connections from the cylinders, a steam pump, steam connections for operating the pump and exhaust therefrom, connections for affording communication between the ends of each of the respective cylinders; valves for controlling such communication arranged whereby they may 'move to, and maintain, a closed position shutting'ofl communication between the ends of each of the cylinders when the throttle Valve is open, means whereby steam may be directed to open said valves when the throttle valve is closed, means whereby both the 'ing may afterward be utilized exhaust steam from the pump and the steam introduced for operating said valves may be directed into the steam connections leading to the cylinders to circulate therethrough and through said cylinders and exhaust therefrom when the throttle valve is closed, and means whereby the steam thus exhaustfor purposes of creating draft.

ARTHUR vL. BRIDGHAM. 

